JP2009525216A - Wheel suspension for automobile - Google Patents

Abstract

  The present invention is a wheel suspension for a vehicle, in which a vehicle wheel (1) is fixed to a wheel carrier (2), and the wheel carrier (2) is disposed on the wheel carrier (2) at a distance from each other. And connected to the vehicle body (5) via a first link (3) and a second link (4) extending in an arrangement manner crossing each other. In such a type of wheel suspension, in the configuration of the present invention, the wheel suspension has at least one rotating link (6) pivotally coupled to the vehicle body (5), and the rotating link (6) The wheel carrier (2) and / or the second link connected to the end of the first link (3) on the vehicle body side and via at least one connecting member (10, 10a, 10b, 10c) It is combined with the end of the link (4) on the wheel carrier side.

Description

  The present invention relates to an automobile wheel suspension of the type described in the superordinate concept of claim 1, that is, a vehicle wheel suspension, wherein a vehicle wheel is fixed to a wheel carrier, and the wheel carriers are mutually connected. The present invention relates to a type which is connected to a vehicle body via a first link and a second link which are arranged on a wheel carrier at an interval and extend in an arrangement manner crossing each other.

  Increasing demands are placed on today's automobile chassis. For example, stronger accelerations and higher maximum speeds and curve speeds bring higher demands on safety, and when meeting demands, the demands for increasing comfort must be taken into account as well.

  Independently suspended suspensions are becoming increasingly pervasive in automobiles due to their relatively small space requirements and low weight, and the fact that there is little interaction between vehicle wheels. In particular, on the basis of the low weight and the negligible influence between the car wheels, a very advantageous independent suspension suspension characteristic appears for road holding and when driving on an irregular road.

  For example, a camber of a vehicle wheel that occurs during curve driving has a great significance for driving stability and tire service life. The vehicle wheel outside the curve always gives a positive camber. In known axle movement mechanisms, attempts have been made to prevent the positive camber of the vehicle wheel outside the curve by applying a reverse movement, ie bringing the vehicle wheel in the direction of the negative camber when bound. . For example, a possibility that occurs in a double wishbone wheel suspension is to make the upper wishbone shorter than the lower wishbone. If the parallel arrangement of the wishbone plane is favored, the lateral force acting inward will cause a pressing force in the lower wishbone and a tensile force in the upper wishbone. Due to such a force relationship, in the vehicle body, a moment is generated that further strengthens the body inclination (rolling) generated by the centrifugal force during curve driving.

  The tendency of independent suspensions, in particular the tendency to increase rolling of the vehicle, is prevented by the use of stabilizers that connect the vehicle wheels located opposite each other, but this provides the advantages of independent suspensions Is at least partially lost.

  The wheel suspension must be able to guide the vehicle optimally, i.e., to keep the toe-in of the vehicle, and at the time of braking and starting, as well as the force or moment generated by the curve or unevenness of the track, with little or no It must be possible to ensure that only a small amount can be added to the vehicle body. Otherwise, rolling or pitching of the vehicle body cannot be reduced or avoided.

  In order to reduce the rolling tendency of the vehicle, it is known to provide wishbones in a crossed arrangement. For example, US Pat. No. 6,173,978 B1 discloses a wheel suspension for an automobile with a vehicle wheel fixed to the wheel carrier, in which the wheel carrier is arranged at a distance from the wheel carrier. It is connected to the vehicle body via at least two links or arms extending in an arrangement manner crossing each other. Link intersections in three-dimensional space can be seen by projecting the links onto one common plane. That is because in this case the intersection does not mean that the links are connected to each other at the intersection.

  Such a wheel suspension has the disadvantage that a short instantaneous center radius is formed. The camber change of the wheel, and hence the tread width change, is extremely large when the wheel is extended and contracted. Furthermore, such a solution also creates a major problem when the vehicle is traveling straight on an irregular road. This is because with known arrangements, losses related to driving safety and comfort must be accepted. Furthermore, it has been confirmed that in the crossed arrangement of wishbones disclosed in US Pat. No. 6,173,978 B1, a force component that lifts the wheel suspension from the running path as a whole is caused during curve driving. Such serious safety-related defects occur especially during sudden steering operations and high-speed driving, and of course cannot be accepted.

  The object of the present invention therefore has the advantage of links that intersect each other, but does not have the disadvantages of such a link arrangement type, in particular, with a slight change in camber and the vehicle wheel. It is an object to provide a wheel suspension for an automobile that can reduce the rolling tendency of a vehicle body during bounding.

  In order to solve this problem, a vehicle wheel suspension according to the present invention is configured as described in the characterizing portion of claim 1. Another advantageous configuration of the present invention is described in claim 2 and the subsequent claims.

  In order to solve the above-mentioned problem, in the wheel suspension according to the present invention, the vehicle wheel is fixed to the wheel carrier, and the wheel carrier is arranged on the wheel carrier at a distance from each other and intersects with each other. In a vehicle wheel suspension of the type connected to a vehicle body via at least two extending links, the wheel suspension has a rotating link, and the rotating link uses at least one connecting member. In addition, a coupling portion is formed between the end of the first link on the vehicle body side and the wheel carrier and / or the end of the second link on the wheel carrier side.

  When configured in accordance with the present invention, a lateral force acting on the vehicle wheel causes a bound component (Einfederungskomponente) that acts to prevent the vehicle wheel from rising from the roadway and enhances driving safety. Squeezed.

  In this case, the links intersecting each other have an arrangement form in a three-dimensional space, and this arrangement form intersects each other when projected on one common plane when viewed in the viewing direction perpendicular to the plane. Show progress.

  By means of the solution according to the invention, the rolling motion of the vehicle body during a curve run is completely eliminated or at least significantly reduced. The known disadvantages already mentioned in wheel suspensions with crossed links, i.e. losses relating to driving safety and comfort, are eliminated by the present invention. Thus, a wheel suspension is obtained that causes a positive kinematic point movement of the coupling point on the vehicle body side of one of the links of the wheel suspension. Therefore, the coupling point on the body side of the first link of the wheel suspension is not fixed directly to the vehicle body, ie for example to the holding frame or chassis, but to the rotating link, which As such, a connecting portion with the wheel carrier is formed via a connecting member.

  Particularly significant advantages of the present invention include the following. That is, in the wheel carrier according to the present invention, not only the rolling tendency of the vehicle body is reduced, but also the stabilizer can be omitted completely. Such stabilizers, which can be omitted in the wheel carrier according to the invention, are, in general form, positioned opposite each other in order to stabilize the vehicle body when driving on a curve, as already mentioned, for example, as mentioned above. Needed to connect the two wheel sides to each other. Further, by omitting such a stabilizer, it is possible to save high-cost members and, as a result, to reduce the manufacturing cost of the wheel suspension according to the present invention as a whole. The elimination of the stabilizers required in the general purpose independent suspensions can also advantageously reduce the weight of the vehicle.

  The reduction or avoidance of the vehicle wheel camber significantly reduces the risk in extreme driving situations. Furthermore, it is possible to avoid an adverse effect that may be caused by a camber change and a tread width change when traveling straight on an irregular road with irregularities. The contact area between the vehicle tire and the runway is optimized in such a configuration. As a result, the static friction is further improved and, as a whole, the running safety of the vehicle is enhanced.

  In a very simple embodiment of the invention, the rotating link is a triangular link with three coupling points. By using such a triangular link, an expensive mechanism for joining the links is avoided. A pen drum support or a stabilizer link (Pendelstuetze) can be used as the connecting member.

  In another advantageous embodiment of the invention, a plurality of connecting members are used, which together form a guide link mechanism (Umlenkgestaenge). With such a configuration, the camber change in the vehicle wheel can be almost completely eliminated. This ensures that the vehicle wheel is in optimal contact with the track surface at any time and in extreme situations, thus increasing the overall safety of the vehicle.

  Since the individual connecting members of the guide link mechanism must be movably connected to each other, it is advantageous to use an appropriate joint even in such a configuration. In this case, there is a sufficient choice for the joint in the prior art. For example, suitable joints include ball joints (Kuegelhuelsegelenk), rotary mounts (Drehgleitlager), sleeve rubber springs (Huelsengummifeder) or other elastomeric bearings (Elastomerlager). Each such joint has one or two degrees of freedom.

  In the same way that a pivot connection is provided in the guide link mechanism, it is advantageous if the rotary link is also pivotally connected to the vehicle body. This is also true for the second link connected to the vehicle body via a joint on the vehicle body side.

  As a link for the wheel suspension of the solution according to the invention, a control arm or a wishbone (Querlenker) of the universal construction type can be used advantageously. The wheel suspension is a multi-link structure type independent suspension.

  Next, embodiments of the present invention will be described in detail with reference to the drawings.

  The wheel suspension according to the present invention is not limited to the illustrated embodiment, but the illustrated embodiment merely illustrates the principle of the wheel suspension according to the present invention with some examples. In the drawings, the same reference numerals are used for the same or similar components. In order to clarify the mode of operation according to the present invention, a highly simplified principle diagram is shown in the drawing, in which the components not important to the present invention, such as springs, dampers and the like, are shown. Other wheel suspension components are omitted. Accordingly, although not shown, it does not mean that such a wheel suspension component is not provided in the wheel suspension according to the present invention.

FIG. 1 shows an undisplaced wheel suspension in which the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side are pivotally mounted on a common axis. Is a schematic diagram,
FIG. 2 is a schematic view showing a state in which the wheel suspension shown in FIG. 1 is running on a curve.
FIG. 3 is a schematic view showing a wheel suspension in which the rotational link is different from the embodiment shown in FIGS. 1 and 2 in an undisplaced state.
FIG. 4 schematically shows a wheel suspension in which the end of the connecting member on the side of the wheel carrier and the end of the second link on the side of the wheel carrier are pivoted on different axes in an undisplaced state. Figure
FIG. 5 is a schematic diagram showing a state of the wheel suspension shown in FIG.
FIG. 6 is a schematic view showing a wheel suspension in which the rotational link is different from the embodiment shown in FIGS. 4 and 5 in an undisplaced state.
FIG. 7 shows that the end of the second link on the wheel carrier side is connected to the connecting member, and the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side are different from each other. It is the schematic which shows the wheel suspension pivoted on the axis in the state which is not displaced,
FIG. 8 is a schematic view showing a wheel suspension in which the rotational link is different from the embodiment shown in FIG. 7 in an undisplaced state.
FIG. 9 shows a wheel suspension having a guide link mechanism in which an end on the wheel carrier side of the connecting member and an end on the wheel carrier side of the second link are pivotally mounted on one common axis. It is a schematic diagram showing the state during straight running,
FIG. 10 is a schematic view showing a state of the wheel suspension shown in FIG.
FIG. 11 is a schematic view showing a wheel suspension provided with a guide link mechanism that is different from the embodiment shown in FIG. 9 and FIG.
FIG. 12 shows a straight line of a wheel suspension having a guide link mechanism in which the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side are pivoted on different axes. It is a schematic diagram showing the state during traveling,
FIG. 13 is a schematic view showing a state of the wheel suspension shown in FIG.
FIG. 14 is a schematic diagram showing a wheel suspension provided with a guide link mechanism, which is different from the embodiment shown in FIG.
FIG. 15 shows that the end of the second link on the wheel carrier side is connected to the connecting member, and the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side are different from each other. It is the schematic which shows the state which is not displaced of the wheel suspension provided with the guide link mechanism pivoted on the axis line,
FIG. 16 is a schematic view showing a wheel suspension provided with a guide link mechanism, which is different from the embodiment shown in FIG. 15, in an undisplaced state.

  First of all, in the following description, when the attachment of the member in the vehicle body 5 is described, the fixation in the vehicle body can be performed directly or indirectly. In this case, the indirect fixation is For example, it means attachment in an auxiliary frame.

  FIG. 1 schematically shows a first embodiment of a wheel suspension for automobiles according to the present invention as viewed in the longitudinal direction of the vehicle. This wheel suspension has a vehicle wheel 1, which is fixed to a wheel carrier 2. The vehicle wheel 1 occupies an undisplaced position that is generated, for example, when the vehicle is traveling straight ahead. Two links 3, 4 extend between the wheel carrier 2 and the vehicle body 5 so as to cross each other. In the illustrated independent suspension type suspension, the links are three-dimensionally arranged, so that when the links are projected onto a virtual common plane, the arrangement form in which the links intersect each other can be known. The links 3 and 4 are coupled to the wheel carrier 2 via joints 11 and 15, respectively. The link 3 and 4 are connected by the rotating link 6 and the connecting member 10. The rotary link 6 is a triangular link with three attachment points 7, 8, 9 in this embodiment. The attachment points 7, 8, 9 are formed as joints, in which case the first link 3 extends from the joint 15 provided in the upper part of the wheel carrier 2 to the joint 8 of the triangular link 6. Further, the triangular link 6 is movably supported on the vehicle body 5 via the joint 7.

  The third joint 9 of the triangular link 6 is coupled to the end of the link 4 on the wheel carrier side and the wheel carrier 2 via a connecting member 10. At this connection point between the connecting member 10 and the link 4, at least one joint 11 is provided, in which case the attachment of the connecting member 10 and the second link 4 is arranged on a common axis. It can also be done by two joints 11 (and 11 '(not shown)). The end of the link 4 on the vehicle body side is attached to the vehicle body 5 using a joint 12.

  The connecting member 10 is oriented substantially vertically in the illustrated non-tilted position. The angle α shown in FIG. 1 indicates the attachment area of the connecting member 10, which is still considered substantially vertical in the present invention, for example ± 30 °.

  As a result, the triangular link 6 uses the connecting member 10 to connect the end of the first link 3 on the vehicle body side and the end of the second link 4 on the wheel carrier side or the wheel carrier 2. Forming.

  The constituent members shown in FIG. 2 correspond to the constituent members of FIG. 1 already described. Unlike FIG. 1, however, FIG. 2 shows a displaced position of the vehicle wheel 1 of the wheel suspension, such a position occurring for example during a curve run. As can be seen from FIG. 2, the vehicle wheel 1 is not lifted from the ground. This effect of avoiding Sturz significantly increases comfort and vehicle safety. FIG. 2 further shows how the links 3 and 4 and the triangular link 6 move during curve driving. In FIG. 2, the movement of the pivot point 8 between the triangular link 6 and the first lateral link 3 which is the control arm or wishbone is indicated by arrow A, and the control arm or wishbone is indicated by arrow B. The movement of the pivot point 11 of the second lateral link 4 is shown. The end of the link 3 with the pivot point 8 on the side of the vehicle body moves outward in the direction of arrow A, that is, toward the vehicle wheel 1, on the other hand, on the wheel carrier side of the link 4. The end portion 11 performs an upward movement in the direction of the arrow B shown in FIG. As a result, significantly less camber is produced than in the case of conventionally known independent suspensions.

  FIG. 3 schematically shows a wheel suspension with a rotating link 6 having a different arrangement compared to the configuration shown in FIGS. 1 and 2 in an undisplaced state. In this structural form of the wheel suspension, the wheel carrier side portion of the first link 3 is movably attached to the wheel carrier 2 via the joint 11, and the end portion of the second link 4 on the wheel carrier side is The joint 15 is pivotally attached to the wheel carrier 2. A connecting member 10 is provided between the joint 11 and the connecting point 9 of the rotary link 6, and this connecting member 10 is configured as a pen drum support or a stabilizer link (Pendelstuetze) in the illustrated embodiment. The rotary link 6 formed as a triangular link is connected to the vehicle body 5 via a joint 7 and is connected to the end of the first link 3 on the vehicle body side via a joint 8. The end of the second link 4 on the vehicle body side has a joint 12 at the joint 12 to the vehicle body 5.

  In the embodiment of the wheel suspension shown in FIG. 1, the coupling member 10 and the end of the second link 4 on the wheel carrier side are coupled on one common axis passing through the joint point 11. In the wheel suspension shown in FIG. 4 that has the same structure in other respects, the connecting member 10 is coupled to the wheel carrier 2 via another joint 13 and the end of the second link 4 on the wheel carrier side. Is coupled to the wheel carrier 2 via a joint 11. In this case, the ends of the connecting member 10 and the link 4 on the wheel carrier side are not arranged on a common axis. The connecting member 10 is oriented substantially vertically in the illustrated position which is not tilted. The angle α shown in FIG. 4 indicates the attachment area of the connecting member 10, which is still considered substantially vertical in the present invention, for example ± 30 °.

  FIG. 5 shows the displaced state of the wheel suspension according to the embodiment shown in FIG. In FIG. 5, the movement of the joint point 8 is indicated by an arrow A, and the movement direction of the joint 11 is indicated by an arrow B.

  FIG. 6 schematically shows the wheel suspension with the rotating link 6 having an arrangement changed in comparison with the configuration shown in FIGS. 4 and 5 in an undisplaced state. In this case, the wheel carrier side portion of the first link 3 is movably attached to the wheel carrier 2 via the joint 11, whereas the end of the second link 4 on the wheel carrier side is at the joint 15. It is pivotally attached to the wheel carrier 2. Between the joint 13 of the wheel carrier 2 and the coupling point 9 of the rotary link 6, there is provided a connecting member 10 configured as a pen drum support or stabilizer link in the illustrated embodiment. The rotary link 6 configured as a triangular link is connected to the vehicle body 5 via a joint 7 and is connected to the end of the first link 3 on the vehicle body side via a joint 8. The end of the second link 4 on the vehicle body side has a joint 12 connecting to the vehicle body 5. In this embodiment, the end of the first link 3 on the vehicle wheel side and the end of the connecting member 10 on the wheel carrier side are coupled to the associated joints 11 and 13 at different axes.

  FIG. 7 shows a wheel suspension according to another embodiment of the present invention in an undisplaced state. In this wheel suspension, the end of the second link 4 on the wheel carrier side is coupled to the connecting member 10. The end of the connecting member 10 on the wheel carrier side and the end of the second link 4 on the wheel carrier side are pivoted on different axes. These axes extend through the joints 11; 13 as already mentioned.

  The wheel suspension shown in FIG. 8 basically has the same structure as the wheel suspension shown in FIG. However, unlike FIG. 7, in the state where the wheel suspension is not displaced, the arrangement form of the rotary link 6 with respect to the vehicle body 5 is changed.

  A special embodiment of the wheel suspension according to the invention is shown in the undisplaced state in FIG. 9 and in the displaced state in FIG. The wheel suspension shown in FIG. 9 has a vehicle wheel 1 which is held using a wheel carrier 2 even in this case. A first link 3 and a second link 4 are attached to the wheel carrier 2 so as to intersect with each other. The end of the link 4 on the vehicle body side is movably attached to the vehicle body 5 via a joint 12.

  The end of the link 3 on the vehicle body side has a connecting portion with the rotary link 6 formed as a triangular link. This connection point between the link 3 and the triangular link 6 is configured as a joint. The triangular link 6 is attached to the vehicle body 5 using the joint 7. In the embodiment of FIG. 9, only one connecting member is not attached to the pivot point 9 of the triangular link 6 as already described. In this embodiment, a plurality of connecting members 10a, 10b, 10c are used, and these connecting members 10a, 10b, 10c together form a guide link mechanism (Umlenkgestaenge). This guide link mechanism consists of three single elements, here connecting members 10a, 10b, 10c, and these connecting members 10a, 10b, 10c are pivotally connected to each other. The middle connecting member 10 b is attached to the vehicle body 5 via a joint 14.

  As is clear from FIG. 10, camber does not appear on the vehicle wheel 1 even when traveling on a curve.

  In other words, FIG. 10 shows a “displaced” state of the vehicle wheel 1 as occurs, for example, when passing a curve. The vehicle wheel 1 has a complete road holding and is not lifted. As can be further understood from FIG. 10, the joint 9 of the triangular link 6 is moved in the substantially vertical direction by the rotation of the triangular link 6 about the joint 7, and as a result, the connecting member 10 b is centered on the joint 14. As a result, the connecting member 10c is displaced in the opposite direction. That is, the connecting member 10c moves upward in FIG. Due to the coupling of the connecting member 10c at the wheel carrier-side end 11 of the link 4 or the wheel carrier 2, the inclination (camber) that usually occurs in the vehicle wheel 1 when passing the curve is completely cancelled.

  FIG. 11 shows a wheel suspension provided with a guide link mechanism that is different from the embodiment shown in FIG. 9 and FIG.

  Similarly, the wheel suspension shown in FIG. 12 is also provided with a guide link mechanism, and the state during straight running is shown. The end of the connecting member 10c on the wheel carrier side and the end of the second link 4 on the wheel carrier side are pivoted on different axes. These axes extend through the joints 11; 13 respectively. The embodiment shown in FIG. 12 has the same structure as the wheel suspension shown in FIG. 9 in other points. In the configuration of FIG. 12, the connecting member 10 c has a joint portion with the wheel carrier 2 at the joint 13, and the end portion on the wheel carrier side of the second link 4 is connected to the wheel carrier 2 at the joint 11. . The connecting member 10c is attached substantially vertically. However, for example, an angle of ± 30 ° is allowed as a tolerance.

  FIG. 13 shows a state of the guide link mechanism when the wheel suspension shown in FIG. Also in this embodiment, the camber of the vehicle wheel 1 does not appear.

  FIG. 14 shows a wheel suspension provided with a guide link mechanism in which the rotational link 6 is arranged differently from the embodiment shown in FIG. 13 in an undisplaced state.

  In the non-displaced wheel suspension provided with the guide link mechanism shown in FIG. 15, the end of the second link 4 on the wheel carrier side is coupled to the connecting member 10c, and the wheel carrier side of the connecting member 10c. The end of the second link 4 and the end of the second link 4 on the side of the wheel carrier are pivotally mounted on different axes extending through the joints 11 and 13, respectively.

  In FIG. 16, the wheel suspension provided with the guide link mechanism in which the arrangement form of the rotary link 6 is different from that of the embodiment shown in FIG. 15 is shown in an undisplaced state.

It is the schematic which shows the wheel suspension by which the edge part by the side of the wheel carrier of a connection member and the edge part by the side of the wheel carrier of a 2nd link are pivoted on one common axis in the state which is not displaced. . It is the schematic which shows the mode in the curve driving | running | working of the wheel suspension shown by FIG. It is the schematic which shows the wheel suspension in which the arrangement form of a rotation link differs from embodiment shown by FIG.1 and FIG.2 in the state which is not displaced. It is the schematic which shows the wheel suspension in which the edge part by the side of the wheel carrier of a connection member and the edge part by the side of the wheel carrier of a 2nd link are mutually pivoted in the state which is not displaced. It is the schematic which shows the mode in the curve driving | running | working of the wheel suspension shown by FIG. It is the schematic which shows the wheel suspension in which the arrangement | positioning form of a rotation link differs from embodiment shown by FIG.4 and FIG.5 in the state which is not displaced. The end of the second link on the wheel carrier side is coupled to the connecting member, and the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side pivot on different axes. It is the schematic which shows the wheel suspension currently worn in the state which is not displaced. It is the schematic which shows the wheel suspension from which the arrangement | positioning form of a rotation link differs from embodiment shown by FIG. 7 in the state which is not displaced. A wheel suspension provided with a guide link mechanism in which the end of the connecting member on the side of the wheel carrier and the end of the second link on the side of the wheel carrier are pivotally mounted on one common axis. It is the schematic which shows a mode. FIG. 10 is a schematic view showing a state of the wheel suspension shown in FIG. 9 provided with a guide link mechanism during curve travel. It is the schematic which shows the wheel suspension provided with the guide link mechanism in which the arrangement form of a rotation link differs from embodiment shown by FIG.9 and FIG.10 in the state which is not displaced. A state in which the wheel suspension provided with the guide link mechanism in which the end on the wheel carrier side of the connecting member and the end on the wheel carrier side of the second link are pivotally attached to each other during straight traveling FIG. It is the schematic which shows the mode at the time of curve driving | running | working of the wheel suspension shown in FIG. 12 provided with the guide link mechanism. It is the schematic which shows the wheel suspension provided with the guide link mechanism in which the arrangement | positioning form of a rotation link differs from embodiment shown by FIG. 13 in the state which is not displaced. The end of the second link on the wheel carrier side is coupled to the connecting member, and the end of the connecting member on the wheel carrier side and the end of the second link on the wheel carrier side pivot on different axes. It is the schematic which shows the state which is not displaced of the wheel suspension provided with the guide link mechanism with which it was having worn. It is the schematic which shows the wheel suspension provided with the guide link mechanism in which the arrangement | positioning form of a rotation link differs from embodiment shown by FIG. 15 in the state which is not displaced.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Vehicle wheel, 2 Wheel carrier, 3, 4 link, 5 Vehicle body, 6 Rotating link (triangular link), 7, 8, 9 Attachment point (joint), 10, 10a, 10b, 10c Connecting member, 11, 12, 13, 14, 15 Mounting point (joint)

Claims (13)

  A wheel suspension for a vehicle, wherein the vehicle wheel (1) is fixed to the wheel carrier (2), the wheel carrier (2) being arranged on the wheel carrier (2) at a distance from each other, and In the type in which the wheel suspension is connected to the vehicle body (5) via a first link (3) and a second link (4) extending in an arrangement manner crossing each other, the wheel suspension is connected to the vehicle body. (5) having at least one rotary link (6) pivotally coupled to the vehicle body side end of the first link (3). And the wheel carrier (2) and / or the end of the second link (4) on the wheel carrier side through at least one connecting member (10, 10a, 10b, 10c). Characterized in that there, wheel suspension for a vehicle.   The wheel suspension according to claim 1, wherein the rotating link (6) is a triangular link having three coupling points (7, 8, 9).   The wheel suspension according to claim 1 or 2, wherein the at least one connecting member is a pen drum support or a stabilizer link (10).   The wheel suspension according to claim 1 or 2, wherein the plurality of connecting members (10a, 10b, 10c) form one guide link mechanism.   5. The wheel suspension according to claim 4, wherein at least one element (10b) of the guide linkage has a joint (14) that serves for coupling with the vehicle body (5).   The wheel suspension according to claim 4 or 5, wherein the connecting members (10a, 10b, 10c) of the guide link mechanism are pivotally connected to each other.   7. The wheel suspension according to claim 1, wherein the rotary link (6) has a joint (7) that serves for coupling with the vehicle body (5).   The wheel suspension according to any one of claims 1 to 7, wherein the second link (4) has, on the vehicle body side, a joint (12) that serves to fix the vehicle body (5).   9. A wheel suspension according to claim 1, wherein the link (3, 4) is a control arm or a wishbone.   The wheel suspension according to any one of claims 1 to 9, wherein the joint is a rotary joint or an elastomer bearing.   The connecting member (10, 10c) at least on the wheel carrier side is oriented substantially vertically in its neutral position, that is, the installation angle is ± 30 ° at the maximum with respect to the vertical. The wheel suspension according to claim 1.   The wheel suspension according to any one of claims 1 to 11, wherein the wheel suspension is a constituent part of a multi-link axle.   The wheel suspension according to any one of claims 1 to 12, wherein the wheel suspension is an independent suspension.

Images